Governor for internal combustion engines



Oct. 3, 1939c J, 1 YARlAN 2,174,676

GOVERNOR FOR INTERNAL COMBUSTION ENGINE 1M li will MQW

il' W lI l|| u" Oct. 3, 1939. v.1. YARlAN GOVERNOR FOR INTRNAL COMBUSTION ENGINE 2 Sheets-Sheet 2 Filed Dec. 18, 1936 ll. im

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vPatented Oct. 3, 1939 UNITED STATES PATENT OFFICE GOVERNOR FOR INTERNAL COMBUSTION ENGINES Application December 18, 1936, Serial No. 116,634

3 Claims.

The present invention relates to governors for internal combustion engines by which the speed thereof is automatically controlled.

The primary object of the invention is to provide a governor of the character stated designed for engines which are utilized for driving light machinery and, therefore, necessarily light in Weight and compact in construction. In adapting the governor to these conditions it is desirable that the same shall be simple, eiective and capable of ready assembly in the engine structure. The invention seeks to accomplish this end.

A further object of the invention is to provide a governor the parts of which are so organized and related as to be readily accessible for repair and replacement when required.

Furthermore, the invention contemplates a novel type of governor of such form and construction that its major operative parts are concealed Within the engine casing, and thus subject to lubrication by the general lubricating means of the engine, the elements by which the governor is adjusted for varying the degree of control to be exercised by the governor being located at the exterior of the casing, and thus conveniently accessible for manipulation when such is required.

Other objects and advantages will appear as the nature of the improvements is better understood, the invention consisting substantially in the novel construction, combination and arrangement of parts as will be hereinafter fully described, illustrated in the accompanying drawings, and pointed out in the appended claims.

While the form of the invention herein shown and described is believed to be a preferred embodiment thereof, it is to be understood that the same is susceptible to change, modification and variation. The present delineation, therefore, is to be considered from the illustrative standpoint and not as imposing restriction or limitation on the invention.

In the drawings,

Fig. 1 is a side elevation of an internal combustion engine equipped with a governor constructed in accordance with the herein described invention;

Fig. 2 isV a vertical sectional view of the engine casing at the point where the cam shaft is located, illustrating certain operative parts of the present governor;

Fig. 3 is a vertical sectional view, as on the line 3 3, Fig. 2;

Figi 'is a simil-ar view on the line 4 4, Fig. 2;

(Cl. 12S-108) Fig. 5 is a side elevation of the shifting means for the throttle-actuating mechanism; and

Fig. 6 is a sectional plan view as on the line 6 6, Fig. 5.

Referring in detail to the accompanying draw- 75 ings, the numeral IEI designates an internal combustion engine of the air-cooled type, of light power, and light in weight and construction, which is designed for the driving of light machinery. The present invention is not concerned y10 with the engine structure itself, except to the extent that the herein described governor is utilized to control the speed of the engine. There is the usual crank shaft I I, and a cam shaft I2, the cam shaft actuating the usual inlet and exhaust '15 valves I3 and Ill, respectively.

The herein described governor is actuated from the cam shaft I2, thus being operated at the lower speed of this shaft as distinguished from the higher speed of the crank shaftA I I. :20

It is understood that the governor is designed to control the position of the throttle valve in the intake of the engine, which throttle valve usually is a pivoted butterfly valve having a rocker arm I5 connected to the shaft of the valve, and pro- 25 jecting at the exterior of the engine casing. This is conventional construction.

The herein described governor includes a sleevev I6 which is slidably mounted upon the cam shaft I2 within the casing Il. The sleeve I6 is in the form of a spool and is provided with a peripheral groove I8 so as to provide heads at the ends of the sleeve.

Adjacent one end of the sleeve I 6 is a transversely-arranged supporting head I9, which head `35 has a longitudinal bore 2D, and within said bore is fitted a fastening pin 2| which extends through a passage 22 formed in the cam shaft I2. By means of the pin 2I the supporting head I9 is connected to and held upon the shaft I2 for ro- 40 tation therewith. Hingedly connected to each end of the supporting head I9 is a centrifugallyoperating weight 23, each of these weights being of arcuate form so as to fit within the .groove I8 of the sleeve I6, but not to contact with the 545 bottom of said groove. Each of the weights 23 has a pair of oppositely-disposed hinge lugs 24 which are spaced apart a suflicient distance to receive therebetween one end of the supporting head I 9. A pivotal pin 25 passes through each 50 end of the head I9, each of these pins also passing through the pair of hinge lugs 24 of the Weight 23 which is located at the adjacent end of the head I9, and by means of cotter pins 26, or their equi-ment, the pivotal pins 25 are he1df=55 within the hinge lugs 24 so as to hold the lugs on the pins 25. Thus, the weights 23 are free to swing outwardly and inwardly with respect to the supporting head I9 and the sleeve I6. A supporting arm 21 is also carried by each of the weights 23, and a roller 28 is suitably journalled on each of these arms 21. These rollers 28 contact the adjacent end of the slidable sleeve I6, and when the weights are thrown outwardly by centrifugal force, as when the cam shaft I2 has f attained a suicient speed to actuate the throttle valve so as to reduce the speed of the engine, or to check such speed, said rollers 28 will cause the sleeve I6 to slide along the cam shaft I2 away from the supporting head I9.

I n proximity to the sleeve I8 is located an actuator finger 29, which is relatively wide, said finger being provided with a notch 30 of Sunicient width to receive the cam shaft I2, and thereby permit the actuator finger 29 to straddle said shaft. The actuator finger 29 is fitted in the slotted inner end of a rocker shaft 3l which is journalled in a bearing sleeve 32 carried by an attaching plate 33 which fits over and closes an opening 34 that is formed in the engine casing I1. On the outer end of the rocker shaft 3l is flxedly mounted a bell crank lever 35 provided with a short arm 36 and a long arm 31. The short arm 36 of said bell crank lever 35 is connected to one end of a coil spring 38 the other end of which is attached to a screw 39 which is connected in adjustable relation, by means of nuts 49 and 4I, to the engine casing I1. The spring 38 exerts a pull upon the short arm 36 o-f the bell crank lever 35, and thereby maintains the actuator finger 29 in contact with the end of the sleeve I6 which lies adjacent to said finger. Thus, when the sleeve I6 is moved along the cam shaft I2 under the action of the weights 23 when thrown outwardly, the spring 38 resists such movement. On the inward movement of the weights 23, however, as when the speed of the engine has been reduced, the pull of the spring 38 holds the contact finger 29 in engagement with the sleeve I6, and said sleeve is moved in an opposite direction to its movement induced by the outward swinging of the weights 23.

The free end of the long arm 31 of the bell crank lever V35 is pivoted to a connecting rod 42, this rod being adjustably connected to the rocker arm I5 of the throttle valve of the engine. When, therefore, the bell crank lever 35 is operated by the centrifugal action of the weights 23, the long arm 31 is raised so as to close the throttle valve in order to reduce the speed of the engine, When, however, the long arm 31 moves in the reverse direction, as under the pull of the spring 38, as when the speed of the engine has been checked or reduced, the throttle valve is correspondingly opened so that the normal speed of the engine again may be resumed.

In the operatic-n of the herein described governor, it will be understood that the spring 38 is adjusted so that its pull on the bell crank lever 35 will maintain the throttle valve in the proper position for the normal speed of the engine, it being understood that proper adjustment is made so that the engine may idle. When the engine is in operation the weights 23 will not act until the speed of the engine exceeds its normal speed of operation. At such excess speed centrifugal force will throw the weights 23 outwardly, the rollers 28 thereby will move the sleeve I6 along the shaft I2, and the actuator finger 29 thereupon will move under the influence of the sleeve I6 so as to rock the shaft 3I against the pull of the spring 38, so as to shift the throttle valve from is excess opened position to relatively closed position, and thereby reduce the amount of the fuel that is being fed to the engine cylinder. This operation continues until the speed of the engine is reduced, whereupon the weights 23 swing inwardly so as to remove the rollers 28 from pressure against the sleeve I6. With this pressure reduced the spring 38 exerts its pull to force the sleeve I6, through the interposition of the rocker shaft 3I, towards the supporting head I9, and thus restores the sleeve I6 to position for action by the outward movement of the weights 23 when the speed of the engine again has exceeded the desired normal limit.

I claim:

1. In an internal combustion engine wherein is embodied a cam shaft arranged within the engine crankcase, and a throttle valve for controlling the feed of fuel to the engine, a rocker shaft mounted in one side of the crankcase and extending transversely with respect to said cam shaft, the inner end of said rocker shaft projecting into the crankcase, connectionsl between the outer end of said rocker shaft and the throttle valve for actuating the latter under predetermined conditions of speed of the cam shaft, an actuator finger mounted on the inner end of the rocker shaft, a sleeve slidably mounted on the cam shaft for operating said actuator finger when the cam shaft has reached a predetermined speed and thereby to actuate said throttle valve to reduce the speed of the engine, a supporting head fixedly connected to the cam shaft adjacent to said slidable sleeve, centrifugally-operating weights hingedly connected to said supporting head and disposed at opposite sides of the cam shaft, contact rollers carried by said weights and cooperating with the slidable sleeve for actuating the latter when the cam shaft has attained said predetermined speed, and means acting in opposition to said centrifugally-operating weights for openingthe throttle valve when the speed of the engine has been reduced.

2. In an internal combustion engine wherein is embodied a cam shaft arranged within the engine crankcase, and a throttle valve for controlling the feed of fuel to the engine, a rocker shaft transversely mounted in one side of the crankcase and extending transversely with respect to said cam shaft, the inner end of said rocker shaft projecting into the crankcase, connections between the outer end of said rocker shaft and the throttle valve for actuating the latter under predetermined conditions of speed of the cam shaft, an actuator nger mounted on the inner end of the rocker shaft and having a notch therein to receive the cam shaft and to permit the actuator finger to straddle the cam shaft, a sleeve slidably mounted on the cam shaft for operating said actuator nger when the cam shaft has reached a predetermined speed and thereby to actuate said throttle valve to reduce the speed of the engine, a supporting head xedly connected to the cam shaft adjacent to said slidable sleeve, centrifugally-operating weights hingedly connected to said supporting head and disposed at opposite sides of the cam shaft, contact rollers carried by said weights and cooperating with one end of the slidable sleeve for moving the latter in one direction when the cam shaft has attained said predetermined speed, and means for actuating said rocker shaft to cause the actuator finger to move said sleeve in the opposite direction to of the centrifugallyto open the throttle engine has been rethat induced by movement operating Weights, whereby Valve When the speed of the duced.

3. In an internal combustion engine wherein is embodied a cam shaft arranged within the engine crankcase, and a throttle valve for controlling the feed of fuel to the engine, a rocker shaft transversely mounted in one side of the crankcase and extending transversely with respect to said cam shaft, the inner end of said rocker shaft projecting into the crankoase, connections between the outer end of said rocker shaft and the throttle valve for actuating the latter under predetermined conditions of speed of the cam shaft, an actuator nger mounted on the inner end of the rocker shaft and having a. notch therein to receive the cam shaft and to permit the actuator finger to straddle the cam shaft, a sleeve slidably mounted on the cam shaft for operating said actuator finger when the cam shaft has reached a predetermined speed and thereby to actuate said throttle valve to reduce the speed of the engine, a transversely-extending supporting head xedly connected to the cam shaft adjacent to said slidable sleeve, Weight hingedly connected to each end of said supporting head and each disposed at a side of the cam shaft opposite to that at which the other Weight is located, a contact roller Carried by each of said Weights and adapted to engage one end of said slidable sleeve for actuating the latter when said cam shaft has attained said predetermined speed, and means for actuating said rocker shaft to cause the actuator finger to move said sleeve in the opposite direction to that induced by movement of the centrifugally-operating Weights, whereby to open the throttle valve when the speed of the engine has been reduced.

JAMES L. YARIAN.

a centrifugally-operating- 

